US979082A - Four-cycle internal-combustion engine. - Google Patents

Description

R. MILLER.

FOUR-CYCLE INTERNAL GOMBUSTION ENGINE.

APPLIUATION FILED MAR. l, 1910.

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ATTORNEY R. MILLER. FOUR-CYCLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. l, 1910.

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APPLICATION FILED MAB. 1, 1910.

979,082, v Patented Dec. 20, 1910.

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FOUR-CYCLE INTERNAL-COMBUSTION ENGINE.

Specication of Letters Patent. Patented Dec, 20, 1910.

Application filed March 1, 1910. Serial No. 546,714.

To all whom it may concern:

. Be it known that I, RoBER'r MILLER, a. citizen of the United States, residing at 614 Beach Terrace, in the city, county, and State of New York, have invented a new and useful Improvement in Four-Cycle Internal- Combustion Engines, of which the followin is a specification.

y invention relates to four cycle internal combustion en ines, and the objects of my invention are rst to provide an engine. which shall work eiliciently at high engine speeds; second to provide a valve arrangement which will make a larger eifectlve opening than those now in use; third -to provide an engine which will scavenge its cylinder more thoroughly than those now in use. f

I accomplish the result which I seek by the mechanism shown in the drawings.,

Similar letters refer to similar parts throughout the drawings.

Figure l is a sectional elevation of -iny engine taken in a plane at right angles to the axis of the crank shaft; Fig. 2 is a sectional elevation of my'engine taken in the plane of the axis of the crank shaft; Fig. 3 is a horizontal section of my device taken on the plane X X (Fig. l), with the ports Q on the same level as the ports O; Fig. 4f is a horizontal section of my device taken on the plane Y Y (Fio. :2), with the ports R on the same level as tie ports P; Fig. 5 is a horizontal section of my device taken on the plane N `(Fig. l), with the ports N on the same level asthe port N; Fig. 6 is a diagrammatic section in elevation of my device at the top of the compression stroke, at about the moment of iiring; Fig. 7 is a diagrammatic section in elevation of my device at the bottom of the explosion stroke; Fig. 8 is a diagrammatic section in elevation of my device at the top of the exhaust stroke; Fig.

9 is a diagrammatic section in elevation of' my device just before the bottom of the intake stroke.

For the sake of clearness and simplicity in Figs. 6, 7, 8 and 9, the portsare the only parts of said figures which are lettered.

A 1s the cylinder head; B is the cylinder; C is the water jacket space in the cylinder; D is a sliding sleeve traveling vertically inside of cylinder B; E is a flywheel; F is the main crank; G is the main connecting rod; H isthe piston; J is the spark plug; K is the crank case; N is an auxiliary exhaust port in cylinder B, so located that its bottom is level with the top of piston H at lower* dead center; N is the auxiliary exhaust connection; N are auxiliary exhaust ports in sleeve D; O are the main exhaust-ports in cylinder B; P are the intake ports in cylinder B, these portsl have their bottom about level with the top of auxiliary exhaust ports N; P is the intake connection; Q are the main exhaust ports in sleeve D; R .are the intake portsin sleeve D; S is the main crank shaft; ais a gear wheel; b is apinion half the diameter of wheel a and meshed into wheel a; pinion b is fixed with reference to main shaft 'S; f is a crank connecting wheel a to connecting rod d; d is a gear connecting rod joining crank f to sleeve D.

The operation of my vdevice is as follows: Fig. 6 shows the engine at the top of the stroke, at full compression, and at themement of tiring. At this point, the portsare all closed. As soon as the charge explodes in cylinder B, piston H is thereby driven downward, and crank F is thereby rotated in 'the direction shown by the arrow inFig. 6. Thereupon by reason of the relation between pinion a and gear wheel o and connecting rod d, sleeve D begins to descend, with the result that at the bottom of the explosion stroke, sleeve Dfhas descended so far that auxiliary exhaust ports N" and N register with each other, and the auxiliary exhaust takes place, as shown in Fig. 7 It will also be noted by referenceto Fig. 7, that while the auxiliary exhaust ports N and N arel fully open, the main exhaust ports Q and 0 are just beginning to open.' As the rotary motion of crank F continues, the piston H begins to rise untilit reaches the top of the exhaust stroke, as shown in Fig. 8, at which time exhaust ports Q, and O are fully open. It will be noted, by reference to Fig. 8 that sleeve D is now traveling upward, so that ports Q and O are closing. As, the revolution of crank F continues on the downward intake stroke, the piston H descends-and the sleeve D ascends, until they reach the relative positions shown in Fig. 9, at which time exhaust ports O and Q are closed, auxiliary exhaust ports N and N are closed, and intake ports R and P are open. As piston H has been descending with exhaust ports O and Q closed, a partial vacuum has been created inside ofcylinder B, and as soon as intake orts R and P open, the charge rushes into cy inder B. As the rotary motion of crank F continues, the intake ports P R1 close, the main exhaust ports O and Q re-y main closed, andthe charge is compressed up to the moment of firing, as shown in Fig. 6, 5 .thus completing the cycle of the engines operation.

rIhe construction allowing in a four cycle engine a charge admission very much dey layed from what is usually done, 'is essentially new, and alters not only the structure but the results achieved as well. For example the residual gases remaining in the clearance have a longer time to cool before i the admission of the new charge. This cooling results in their shrinkage and allows g a larger live charge Ato be drawn in. Also the residual gases being thus cooled are less apt to ignite the entering charge if said charge be lean. Also, by delaying the admission of the charge until a considerable vacuum is built up in the cylinder, the charge enters with a rush so that inertia effects can be utilized to rani a full charge into the cylinder. In this respect, the construction allowing an inlet port encompassing the cylinder, said inertia effect has little to oppose it, so that a full charge is assured.

I claim:

l. In four cycle internal combustion engines, in combination, a piston; a main crank shaft; a connecting rod connecting said piston and said crank shaft; a cylinder having main exhaust ports in its upper portion, having auxiliary exhaust ports in its lower portion and having intake ports slightly above said auxiliary exhaust ports; a sleeve fitting closely within said cylinder and outside of said piston, and free to move to a limited extent up and down with relation to said cylinder, said sleeve having main exhaust ports in its upper portion (said ports registering in plan with said main exhaust ports in said cylinder), and having auxiliary exhaust ports in its lower portion (said ports registering in plan with said auxiliary exhaust ports in said cylinder), and having intake ports slightly above said auxiliary exhaust ports (said intake ports registering in plan with said intake ports in said cylinder) a gear wheel; a gear connecting rod connecting said gearrwheg, to said sleeve; a pinion of one half the diameter of said gear wheel, and meshed into said gear wheel, said inion being fixed to and 55 concentric with said main crank shaft; said crank shaft, pinion, gear wheel, gear connecting rod, sleeve, piston and connecting rod all coperating whereby all of said ports are closed during the compression stroke and until almost the bottom of the explosion stroke, and whereby said auxiliary exhaust ports open at the bottom of the explosion stroke, and whereby said main exhaust ports remain open during the entire exhaust stroke, and whereby said main exavaosa 7C gines, in combination, a piston; a mani A .gi-rank shaft; a connecting rod connecting said piston and said crank shaft; a cylinder haring main exhaust ports in its upper poi'- tion, having auxiliary exhaust ports in its f lower port-ion, and having y intake ports slightly above said auxiliary exhaust ports; a .sleeve-litting closely within said cylinder l and outside of said piston, and free to move to a limited extent up and down with relation to said cylinder, said sleeve having mainex haust ports in its upper portion (said ports registering in plan'with said main exhaust ports in said cylinder), and having auxiliary exhaust ports in its lower portion (said ports registering in plan with said auxiliary exhaust ports in said cylinder), and having intake ports slightly above said auxiliary exhaust ports (said intake ports registering in plan with said intake ports in said cylinder); means for moving said sleeve to a limited degree up and down in said cylinder; said crank shaft, sleeve, moving means, pis ton and connecting rod all coperating whereby all of said ports are closed during the compression stroke and until almost the bottoni of the explosion stroke, and whereby said auxiliary exhaust ports open at the bottom of the explosion stroke, and whereby said main exhaust ports remain open during' the entire exhaust stroke, and whereby said main exhaust ports and said auxiliary exhaust ports remain closed during the intake stroke, and whereby said intake ports open near the bottom of said intake stroke. v 1-05 3. In four cycle internal combustion engines, in combination, a piston; a main crank shaft; a connecting rod connecting said piston and said crank shaft; a cylinder having-exhaust ports in its upper portion, 110 and having intake ports in its lower portion; a sleeve fitting closely within said cylinder and outside of said piston, and free to move to a limited extent up and down with relation to said cylinder, said sleeve having cx- 115 haust ports in its upper portion (said ports registering in plan with said exhaust ports in said cylinder), and having intake ports in its lower portion (said intakev ports registering in plan with said intake ports in said 1,20 cylinder) a gear wheel; a gear connecting y rod connecting said gear wheel to said sleeve; a pinion of one half the diameter of said gear wheel, and meshed into said gear wheel, said pinion being fixed to and concentric with said main crank shaft; said crank shaft, pinion, gear wheel, gear connecting rod, sleeve, piston and connectin rod all cooperating whereby all of sai ports are closed during the compression stroke and 13o until almost the bottom of the explosion stroke, and whereby said exhaust ports remain closed during the intake stroke, and whereby said intake ports open near the1 bottom of said intake stroke.

4. In four cycle internal combustion engines, in combination, a piston; a main crank shaft; a connecting rod connecting said piston and said crank-shaft; a cylinder having exhaust ports in its upper portion, and having intake port-s in its lower portion; a sleeve fitting closely within said cylinder and outside of said piston, and free to move to a limited extent up and down with relation to said Cylinder, said sleeve having exhaust ports in its upper portion (said ports registering in plan with said exhaust ports in said cylinder), and having intake ports in 'a limited degree up and down in said cylinder; said crank shaft, sleeve, moving means,

piston and connecting rod all coperating whereby alll of said ports are closed during the compression stroke and until almost the bottom of the explosion stroke, and whereby said exhaust ports remain open during the entire exhaust stroke, and whereby said exhaust ports remain closed during the intake stroke, and whereby said intake ports open near the bottom of said intake stroke.

' ROBERT MILLER. Titnessesz ARTHUR C. JOHNSON,

ADOLPH VVIDDER.

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